Signal conditioner and user interface

ABSTRACT

A signal modifying device, user interface, and method of modifying a signal. The signal modifying device includes a processor, a first input coupled to the processor and an output coupled to the processor. Instructions are stored within the processor that, when executed by the processor, cause the processor to provide a signal incident at the output that corresponds to a signal incident at the input.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.10/663,862, filed Sep. 16, 2003 now U.S. Pat. No. 7,031,823, which isincorporated herein by reference.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable.

FIELD OF THE INVENTION

The disclosed invention is related to engine control and, particularly,to control of a signal incident at an engine control unit.

BACKGROUND OF THE INVENTION

Engine control units receive signals from various sensed inputs andcontrol engine operation based upon those signals. For example, thetemperature or pressure of air entering the combustion air intake of anengine may be sensed to determine the mass of combustion air enteringengine cylinders. The engine control unit may determine a mass of fuelto be injected into the engine cylinders based, at least in part, onthat mass of air. Other sensed information including battery powerapplied to a fuel injector may also affect the mass of fuel to beinjected.

It is also common for owners of motor vehicles to modify or replacecomponents that effect engine operation. For example, a stock exhaustsystem may be replaced with an aftermarket exhaust system, or a stockcam may be replaced with an aftermarket cam. When a component effectingengine operation is modified or replaced, the engine control unit maynot operate optimally utilizing stock engine control unit settings thatcontrol engine operation.

Moreover, when stock components are not modified or replaced, the enginecontrol unit may not operate optimally for a certain operator becausestock settings in the engine control unit may have been determined for,for example, a balanced operation that provides a mid-level of power andtorque, a mid-level of fuel efficiency, and long engine life, while theoperator prefers maximum power and torque without concern for fuelefficiency or engine life.

Thus, there is a need for a device that modifies a signal received bythe engine control unit to provide engine operation, such as fueling,suitable for the components utilized with the engine and suitable forengine operation desired by the operator.

There is also a need for a user interface that permits a user to modifyfunctionality of the device that modifies a signal received by theengine control unit. Moreover, there is a need for a user interface thatpermits a user to view information related to the operation of theengine.

SUMMARY OF THE INVENTION

In an embodiment of the present invention, a signal modifying device iscontemplated. That signal modifying device includes a processor, a firstinput coupled to the processor and an output coupled to the processor.That signal modifying device may also include one or more additionalinputs. Instructions are stored within the processor that, when executedby the processor, cause the processor to provide a signal incident atthe output that corresponds to a signal incident at the input. Thesignal at the output may be offset based on a factor or based on theadditional inputs.

A plurality of modifiers may be stored in memory or a storage devicecoupled to the processor. Those modifiers may be indexed based on thesecond and third inputs, which may represent, for example, actual engineoperating level and desired engine operating level. That engineoperating level might include, for example, engine speed in rpm and thatdesired engine operating level may include, for example, throttleposition. The output may then be offset from the first input based onthe current modifier wherein the current modifier corresponds to thecurrent engine speed and throttle position. The output may, in turn, becoupled to an input to which the first input was originally or mightotherwise be coupled so as to modify that input and thereby alteroperation of the controlled device. That controlled device may be, forexample, a fuel injector in an internal combustion engine.

A method of modifying a signal is also contemplated. That methodincludes uncoupling a signal that controls mass of fuel injected into acylinder from an engine control unit input and coupling the signal to asignal conditioning device input. The signal conditioning device thenmodifies the signal based on a current engine speed and current throttleposition. The modified signal is then coupled to the engine control unitinput.

That method may utilize a user variable value that is associated with arange of engine speed and a range of throttle position. The signal maythen be modified based on the value associated with the current enginespeed and the current throttle position.

A user interface is also contemplated. The user interface includes afirst switch, a second switch, and a display. The first switch causesthe user interface to perform a first function when actuated for a shortduration and causes the user interface to perform a second function whenactuated for a long duration. The second switch causes the userinterface to perform a third function when actuated for a short durationand causes the user interface to perform a fourth function when actuatedfor a long duration. The display provides information related to theselections made at the first and second switches.

When utilized in connection with a signal modifying device that altersfueling level of an internal combustion engine, the first function mayselect a control table containing modifiers, the second function mayselect an area of the control table, the third function may step a valuerelated to the selected region of the selected control table, and thefourth function may switch the third function between stepping in apositive direction and a negative direction.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated herein and constitutepart of this specification, include one or more embodiments of theinvention and, together with the background given above and the detaileddescription given below, serve to disclose principles of the inventionin accordance with a best mode contemplated for carrying out theinvention.

FIG. 1 illustrates an engine system suitable for use of an embodiment ofthe present invention;

FIG. 2 is a block diagram of an embodiment of a signal modificationdevice of the present invention;

FIG. 3 illustrates an embodiment of control circuitry that may beutilized with the present invention;

FIG. 4 illustrates an embodiment of a fuel modifier map of the presentinvention;

FIG. 5 illustrates an embodiment of a user interface of the presentinvention;

FIG. 6 illustrates a user interface of an embodiment of the presentinvention;

FIG. 7 illustrates a display of the user interface of FIG. 6;

FIG. 8 illustrates another display of the user interface of FIG. 6; and

FIG. 9 illustrates yet another display of the user interface of FIG. 6.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made to the preferred embodiments of the presentinvention, examples of which are illustrated in the accompanyingdrawings. It is to be understood that the figures and descriptions ofthe present invention included herein illustrate and describe elementsthat are of particular relevance to the present invention, whileeliminating, for purpose of clarity, other elements found in typicalengines, engine control units, and user interfaces. It is also to beunderstood that the preferred embodiments described herein are notexhaustive of embodiments of the invention, but are provided as examplesof configurations and uses of the invention.

The signal conditioning devices and techniques described herein providesolutions to the shortcomings of certain engine control systems. Thoseof ordinary skill in engine control technology will readily appreciatethat the devices and techniques, while described in connection with fuelcontrol through modification of an ambient temperature signal, areequally applicable to other engine control applications including, forexample, spark advance control and may modify other sensor signalsincluding, for example, air intake pressure or battery voltage. Otherdetails, features, and advantages of the signal conditioning devices andtechniques and the user interface will become further apparent in thefollowing detailed description of the embodiments.

Any reference in the specification to “one embodiment,” “a certainembodiment,” or a similar reference to an embodiment is intended toindicate that a particular feature, structure, or characteristicdescribed in connection with the embodiment is included in at least oneembodiment of the invention. The appearances of such terms in variousplaces in the specification are not necessarily all referring to thesame embodiment. References to “or” are furthermore intended asinclusive so “or” may indicate one or the other ored terms or more thanone ored term.

An embodiment of the present invention includes a signal conditioningdevice that modifies a sensed signal based on engine speed and throttleposition. In that embodiment a signal from a sensor to the enginecontrol unit may be intercepted and modified by a signal conditioningdevice embodying the present invention, thus altering operation of theengine control unit by changing the signal transmitted to the enginecontrol unit. Such interception and modification of a sensor signal maybe desirable when, for example, components of the engine controlled bythe engine control unit have been modified such that the stock enginecontrol unit no longer controls the engine properly or when a change instock engine operation is desired.

Another embodiment includes a signal conditioning device that modifiesan output signal based on engine speed and throttle position. In thatembodiment a signal sent to an actuator may be intercepted and modifiedby the signal conditioning device. Such interception and modification ofa signal may alter operation of an engine by changing an amount of fuelthat might otherwise have been provided to the engine. Such interceptionof an output signal or any signal may also be desirable when, forexample, components of the engine controlled by the engine control unithave been modified such that the stock engine control unit no longercontrols the engine properly or when a change in stock engine operationis desired.

The signal may, for example, be a signal from an engine control unit toa fuel control device, such as a pulse-width modulated signal to a fuelinjection actuator. It should be recognized that any signal may beintercepted and modified by the signal conditioning device.

In yet another embodiment, a signal may be read by the signalconditioner without disconnecting that signal either from its source ordestination, but rather by reading the signal in parallel or series withthe destination. The signal conditioner may then send a second signal tothe destination as desired.

For example, the intercepted signal may be a pulse-width modulatedprimary fueling signal sent from an engine control unit to a fuelinjector. That primary fueling signal may be read at the signalconditioner through a coupling from the primary fueling signal to theinput of the signal conditioner to determine the length of the pulsesent to the fuel injector. The output of the signal conditioner may alsobe coupled to the fuel injector and provide an additional fueling signalin, for example, the form of a pulse, to the fuel injector, therebyproviding additional fuel to the engine to which the fuel injector isattached. Moreover, the additional fueling signal may be a portion ofthe primary fueling signal and may be calculated, for example, bymultiplying the primary fueling signal by a factor.

FIG. 1 illustrates an engine system 10 incorporating an embodiment of asignal modification device 100 that controls fuel delivery by altering asignal transmitted from a sensor 34 that affects the quantity of fueldelivered to the engine 12 or cylinder 14, as determined by an enginecontrol unit 44. The engine fueling system 10 includes an internalcombustion engine 12 having a cylinder 14, and a crankshaft 16. Thecylinder 14 contains a piston 18 having a connecting rod 20 thatconnects to the crankshaft 16. An intake valve 22, an exhaust valve 24and a spark plug 26 extend into the cylinder 14.

An air intake control device 28 and a fuel supply control device 30provide air and fuel to the intake valve 22 and the cylinder 14. The airintake control device 28 may include, for example, a butterfly valve 32or gate valve to control the quantity of combustion air delivered to theengine 12. An air mass sensor 34, which may be, for example, atemperature sensor 48 or pressure sensor (not shown), may be located inthe air intake. Another sensor signal that affects the air/fuel ratio,where that is the goal of the signal modifying system, such as batteryvoltage to a fuel injector, may alternately be conditioned by the signalmodifying device.

The air mass sensor 34 provides information from which it is possible tocalculate the mass of air entering one or more cylinders 14. The mass ofair delivered to one or more cylinders 14 may, for example, be equal tothe volume of the cylinder 14 times the density of the air. Air densityis furthermore related to air pressure and inversely related to airtemperature. Thus, pressure or temperature of air entering the cylinder14 are related to air mass and may be utilized to calculate or estimatethe mass or air entering the cylinder 14. Where, for example, anatmospheric or intake temperature sensor 48 provides a signal to anengine control unit 44 that is used to calculate the mass of airentering the cylinder 14, the signal transmitted from that temperaturesensor 48 may be altered by the signal modification device 100 such thatthe engine control unit 44 receives an indication that a different massof air is entering the cylinder 14 than is actually entering thecylinder 14.

Varying the mass of air entering the cylinder or cylinders 14 as sensedby the engine control unit 44 may cause the engine control unit 44 tovary the amount of fuel provided to the cylinder 14 to maintain adesired air/fuel ratio. The engine control unit 44 will typicallydetermine from a table or map a fuel quantity to be delivered for agiven air mass. Thus, the engine control unit 44 may be caused to varythe mass of fuel being delivered to a cylinder 14 by varying an airtemperature signal from the temperature sensor 48.

The fuel supply control device 30 may be, for example, a fuel injector50 or a carburetor. The fuel injector 50 or carburetor may include anactuator coupled thereto to control fuel flow through the fuel injector50 or carburetor. A signal, such as a pulse-width modulated signal, maybe transmitted from the engine control unit 44 to the actuator toprovide fuel flow through the fuel injector 50 or carburetor.

A throttle position sensor 36 may be attached to sense the position ofan operator actuated throttle switch 38. An engine encoder 40 may senserotation of the crankshaft 16. A battery 42 may provide power toportions of the engine system 10 requiring electrical power.

The components of the engine system 10 may operate in a known fashion,while control of, for example, the amount of fuel to be provided by thefuel supply device 42 may be varied by a signal modification device 100such as the signal modification device 100 illustrated in FIG. 2.

FIG. 2 is a block diagram of an embodiment of a signal modificationdevice 100 of the present invention. The device 100 receives threeinputs: a throttle position signal 102 that may be received from thethrottle position sensor 36, an engine speed signal 104 that may bereceived from a crankshaft angular motion sensor such as, for example,the engine encoder 40 that indicates engine speed in rotations perminute (“rpm”), and a temperature signal 106 that may be received fromthe temperature sensor 48 located, for example, external to the engineor in the combustion air intake of the engine. Alternately, thetemperature sensor may be replaced with, or used in conjunction with, apressure sensor providing an atmospheric pressure signal to the signalmodification device 100 or another sensor that indicates the mass of airentering engine cylinder or cylinders 14.

The signal modification device 100 provides an output 108 that maycorrespond to the temperature signal 106. Where the temperature signal106 is an atmospheric temperature signal, a signal may be incident atthe output 108 that is equal to or varies in relation to the temperaturesignal 106. The variation of the signal at the output 108 from thetemperature signal 106 may be determined by the hardware or softwarecontained within the signal modification device 100.

The signal incident at the output may be a signal that corresponds tothe atmospheric temperature signal 106, but is offset from theatmospheric temperature signal 106. In that way, where the atmospherictemperature signal 106 is uncoupled from a controller such as an enginecontrol unit 44 and input into the signal modification device 100 at106, the output 108 may be coupled to the engine control unit 44 inplace of the atmospheric temperature signal 106 to provide a modifiedatmospheric temperature signal to the engine control unit 44.

The signals 102, 104, 106, and 108 may be any signals that may be readinto or output from a standard control device. For example, theatmospheric temperature signal 106 may be a 0–5v signal, a 4–20 masignal, or a resistive signal from, for example, a thermocouple,thermistor, or RTD type sensor. The communication media coupling sensorsto the engine control unit 44 or signal modification device 100 mayinclude twisted pair, co-axial cable, optical fibers, and wirelesscommunication techniques such as use of radio frequency.

As shown in FIG. 3, the control circuitry 110 may include a processor150, memory 152, a storage device 162, a coupling for an output device164, a coupling for an input device 166, and a communication adaptor168. Communication between the processor 150, the storage device 162,the output device coupling 164, the input device coupling 166, and thecommunication adaptor 168 is accomplished by way of one or morecommunication busses 170. It should be recognized that the controlcircuitry 110 may have fewer components or more components than shown inFIG. 3. For example, if a user interface is not desired, the inputdevice coupling 166 or output device coupling 164 may not be includedwith the control circuitry 110.

The memory 152 may, for example, include random access memory (RAM),dynamic RAM, and/or read only memory (ROM) (e.g., programmable ROM,erasable programmable ROM, or electronically erasable programmable ROM)and may store computer program instructions and information. The memory152 may furthermore be partitioned into sections including an operatingsystem partition 158 where system operating instructions are stored, adata partition 156 in which data is stored, and a signal modificationpartition 154 in which signal modification operational instructions arestored. The signal modification partition 154 includes circuitry or codethat receives a signal value from, for example, the temperature signal106 and calculates an appropriate output value to be made incident atthe output 108. The signal modification partition 154 may store programinstructions and allow execution by the processor 150 of those programinstructions. The data partition 156 may furthermore store data such as,for example, two dimensional look-up tables or maps to be used duringthe execution of the program instructions.

The processor 150 may, for example, be an Intel® Pentium® type processoror another processor manufactured by, for example Motorola®, Compaq®,AMD®, or Sun Microsystems®. The processor 150 may furthermore executethe program instructions and process the data stored in the memory 152.In one embodiment, the instructions are stored in memory 152 in acompressed and/or encrypted format. As used herein the phrase, “executedby a processor” is intended to encompass instructions stored in acompressed and/or encrypted format, as well as instructions that may becompiled or installed by an installer before being executed by theprocessor 150.

The storage device 162 may, for example, be non-volatile battery backedSRAM, a magnetic disk (e.g., floppy disk and hard drive), optical disk(e.g., CD-ROM) or any other device or signal that can store digitalinformation. The communication adaptor 168 permits communication betweenthe control circuitry 110 and other devices or nodes coupled to thecommunication adaptor 168 at the communication adaptor port 172. Thecommunication adaptor 168 may be a network interface that transfersinformation from a node such as a general purpose computer to thecontrol circuitry 110 or from the control circuitry 110 to a node. Itwill be recognized that the control circuitry 110 may alternately or inaddition be coupled directly to one or more other devices through one ormore input/output adaptors (not shown).

The input device coupling 166 and output device coupling 164 may coupleone or more devices such as, for example, the user interface 200illustrated in FIG. 5. It will be recognized, however, that the controlcircuitry 110 does not necessarily need to have an input device 200 oran output device 200 to operate. Moreover, the storage device 162 mayalso not be necessary for operation of the control circuitry 110 as mapsand other data may be stored in memory, for example.

The elements 150, 152, 162, 164, 166, and 168 related to the controlcircuitry 110 may communicate by way of one or more communication busses170. Those busses 170 may include, for example, a system bus, aperipheral component interface bus, and an industry standardarchitecture bus.

Returning to FIG. 2, the control circuitry may include one or more maps112 a, 112 b, and 112 c, a map selection pointer 114, a multiplexer 116,a voltage to temperature converter 118, a temperature to densityconverter 120, a multiplier 122, a density to temperature converter 124,and a temperature to voltage converter 126. Each map may correlate to anengine operating range. That range may be the complete range of possibleengine operation or a portion of the possible engine operating range.Engine range of operation may be defined in terms of sensed data suchas, for example, engine speed and throttle position. Engine speed may,for example, be sensed in terms of the speed of rotation of the enginecrankshaft 16 as sensed by an engine encoder 40. Throttle-position may,for example, be sensed in terms of the position of an operator actuatedthrottle 38 as sensed by a throttle position sensor 36. Each map may,therefore, be viewed graphically as a two-dimensional array with enginespeed lying on a first, for example, horizontal axis and throttleposition lying on a second, for example, vertical axis.

FIG. 4 illustrates a fuel modifier map 190 divided into nine modifierregions 192. Engine speed is illustrated on the horizontal axis 194 andthrottle position is illustrated on the vertical axis 196. A pluralityof such maps may be included in a single signal modification device 100.For example, a first “stock” map may provide an output signal equal tothe input signal to achieve factory control, a second “performance” mapmay provide an output signal that causes the engine to operate toachieve greater torque and power, and a third “economy” map may providean output signal that causes the engine to operate in a way that reducesfuel consumption.

The range of values on each axis may be divided into multiple equal orunequal parts. For example, for a first map 112 a the total range ofengine speed may be 0–12,000 rpm and that total range may be dividedinto a low range from 0–2000 rpm, a mid-range from 2000–8000 rpm and ahigh range from 8000–12,000 rpm. The total range for throttle positionfor that first map 112 a may be 0–100% with the total range divided intoa low range of 0–20%, a mid-range from 20–80% and a high range from80–100%. When the engine speed is in the low range, that wouldcorrespond to a low load column on the map, when the engine speed is inthe mid-range range, that would correspond to a middle load column onthe map, and when the engine speed is in the high range, that wouldcorrespond to a high load column on the map. Similarly, when thethrottle position is in the low range, that would correspond to a lowthrottle position row on the map, when the throttle position is in themid-range range, that would correspond to a middle throttle position rowon the map, and when the throttle position is in the high range, thatwould correspond to a high throttle position row on the map. With such adivision, that first map 112 a would have nine modifier regions 192defined by low, middling and high load in the horizontal axis and low,middling and high throttle position in the vertical axis.

A fuel modifier may be placed in each of those nine modifier regions192. The fuel modifier may be a factor used to modify the air masssignal 106 which, in this example, is an atmospheric temperature sensor.A signal representing that modified value may then be made available atthe output 108.

As is shown in FIG. 5, a second fuel modifier map 191 may be utilizedhaving one or more interpolation ranges 198 defined where the modifierregions 192 meet to allow for smooth transitions when engine speed orthrottle position transitions between modifier regions 192. For example,a 1000 rpm actual engine speed interpolation range may be defined and a10% throttle position interpolation range may be defined between eachmodifier region 192. With such ranges defined, when the lowest orhighest 500 rpm level within a modifier region 192 is reached or whenthe lowest or highest 5% throttle position level within a modifierregion 192 is reached, the control circuitry 110 may interpolate betweenthe value of the current modifier region 192 and the value of theneighboring modifier region 192 to smooth the transition between thoseregions 192.

As illustrated in FIG. 2, the atmospheric temperature air mass signal106, which may range, for example from 0–5 volts, may be converted intoa corresponding temperature by a voltage to temperature converter 118.The air temperature is converted to a corresponding air density at 120.A map to be utilized currently is selected at 114 and the fuel modifierfrom that map that corresponds to the current engine speed and throttleposition is multiplied by the air density at 122, creating a modifiedair density. The modified air density is converted to a modifiedtemperature that corresponds to that density at 124 and that modifiedtemperature is converted to a 0–5 volt signal to be sent to the output108 as an appropriate signal.

For example, a temperature signal that varies from 0–5 volts maycorrespond linearly or non-linearly to temperatures from 0–140 C. Thecalibration map thus converts the voltage signal of, for example, 3volts to a corresponding temperature of, for example, 84 C. Temperatureto density conversion may take place recognizing that PV=mRT, or avariation on that equation, where P is pressure, V is volume, m is mass,R is a gas constant and T is temperature, which may be expressed indegrees Kelvin. Density may be equal to m/V in that equation. Thus, forexample, density may be calculated from temperature assuming constantatmospheric air pressure so that temperature is equal to the constantpressure divided by the gas constant for air times the temperature read.Density may then be varied by, for example, multiplying density by afactor, and the desired output temperature may be set using thatequation converted to calculate temperature.

The active modifier that has been selected by the MUX 116 may then beutilized in connection with the calculated density to formulate adensity to be utilized. For example, the active modifier may bemultiplied by the density to achieve the modified density. Modifieddensity is then converted back to temperature to be output.

FIG. 6 illustrates a user interface 200 that may be utilized with thesignal conditioner or another engine control device. The user interface200 includes a first switch 202, a second switch 204, and a display 206.The first switch 202 and the second switch 204 may be pushbuttons. Thedisplay 206 may be a four digit LCD display with a series of firstindicators 208 located after each digit 208 a, 208 b, 208 c, and 208 dand a second indicator 210 that may be located at the upper right of thedisplay 206.

The first switch 202 is able to control two different functions bydifferentiating between short actuation and long actuation. For example,where the first switch 202 is a pushbutton and the user interface 200 isin calibration mode, pressing the first switch 202 pushbutton for a longduration (e.g., more than one-half of one second) may change the map, orengine control table, that is selected. By repeatedly pressing the firstswitch 202 pushbutton for long durations, the control circuitry 110 maycycle through the available maps and return to the first map after thelast map. As the map selection is varied, the first indicators 208 mayilluminate sequentially such that an indicator associated with theselected map is illuminated. For example, as depicted in FIG. 6, whenmap 1 is selected, the first indicator 208 a, which appears above “Map1,” would be illuminated. Similarly, when map 2 is selected, the firstindicator 208 b that appears above “Map 2” would be illuminated and whenmap 3 is selected, the first indicator 208 c that appears above “Map 3”would be illuminated. When bypass mode is selected, in which the signalmodification device 100 is not to modify the signal, the first indicator208 d that appears above “bypass” would be illuminated and “PASS” may beshown in the display 206.

Pressing the first switch 202 pushbutton for a short duration (e.g.,less than one-half of one second) may change the modifier region 192within the map that has been selected. Those short duration depressionsmay be repeated to rotate through the modifier regions 192 of the mapand return to the modifier region 192 at the beginning of the map afterthe last modifier region 192 has been selected. On power-up, the controlcircuitry 110 may default to the map that was last used before powerdown and the last selected modifier region 192 in that map.

Thus, for example, in the configuration illustrated in FIG. 7, Map 1 hasbeen selected as indicated by the illumination of first indicator 208 a,and modifier region 192 low-high is selected as indicated by the “LH” infirst two digits in the display 206, which indicates that the currentengine speed is in the low range and the current throttle position is inthe high range. Where the second switch 204 is a pushbutton and the userinterface 200 is in calibration mode, pressing the second switch 204pushbutton for a long duration (e.g., more than one-half of one second)may change the direction in which adjustments to the value in theselected region will be made (e.g., positive or negative adjustments).When a negative adjustment is input, the second indicator 210 mayilluminate, as shown in FIG. 6, to indicate, for example in connectionwith fueling, that a reduction of the amount of fuel indicated in therightmost two digits of the display 206 is desired, thereby “enleaning”the engine. When a positive adjustment is input, the second indicator210 may not be illuminated, as illustrated in FIG. 7, to indicate inthat example that an enrichment is desired.

Short duration depressions of the second switch 204 pushbutton may stepthe value in the selected region of the selected map to eitherincrementally increase or decrease that value. Thus, for example, wherethe values in the regions of the maps are fuel modifiers, a longduration depression of the second switch 204 pushbutton may cause thefuel modifier to be in an increase mode. One or more short durationdepressions of the second switch 204 pushbutton would then cause thefuel modifier to increase a step for each depression. If the secondswitch 204 pushbutton is then pressed for a long duration, the fuelmodifier would be in a decrease mode. One or more short durationdepressions of the second switch 204 pushbutton would then cause thefuel modifier to decrease a step for each depression.

It should be recognized that other variations may be employed toincrease and decrease values. For example, separate increase anddecrease buttons may be utilized so that a long depression or othersignal to switch between increase and decrease is not required.

A factor for the low-high modifier region 192 has been set at 05 mg inFIG. 7 and the third indicator is not illuminated, indicating thatenrichment by the amount shown is desired and not enleanment. Onpower-up, the control circuitry 110 may default to the direction of fuelmodification that was last used before power down. Moreover, a fuelmodification step may represent, for example, a one milligram change infuel mass delivered to the engine or a one percent change in the amountof fuel that would be delivered if the atmospheric temperature signal106 was transferred unchanged to the output 108. Furthermore, thedisplay may flash when either the first switch 202 or the second switch204 has been actuated for a long duration to indicate to the user thatthe time required to initiate a long duration actuation has expired.

Other modes may also be available through the user interface 200. Tochange modes, a user may actuate the first switch 202 for a longduration and, while continuing to actuate the first switch 202, actuatethe second switch 204 for one or more short durations to scroll throughthe available modes with each actuation of the second switch 204. In anembodiment, the modes include calibration mode, diagnostic mode, and setpoint mode.

In diagnostic mode, information contained within the control circuitry110 may be displayed. That information may include any information thatmight be useful or of interest to the user. Such information mightinclude sensed values and map related information.

In an embodiment of the user interface 200, wherein the ambient airtemperature signal is modified by the signal modification device 100 toinfluence a quantity of fuel provided to a vehicle, the informationavailable in diagnostic mode may include engine speed in rpm, sensed airtemperature in degrees C or F, throttle position in percentage, outputair temperature in degrees C or F, and the region of the currentlyutilized map that corresponds to the current operating speed of theengine and the current throttle position. The display will scrollthrough those values with each short actuation of the first switch 202.

In an embodiment, a current value of an operating parameter is displayedin the digits of the display 206. As shown in FIG. 8, for example, whenengine speed is displayed, engine speed in rpm is indicated in thedisplay 206. The value indicated in the display 206 may be multiplied bya multiplier if desired or necessary to arrive at the current enginespeed in such an embodiment. The first indicator 208 a may also beilluminated to indicate that the display 206 is indicating engine speedin RPM. Where an engine speed exceeds ten thousand rpm, the thirdindicator 212 may be illuminated to indicate that ten thousand should beadded to the value displayed to arrive at the current engine speed. Inthe example illustrated in FIG. 8, the current engine speed is beingdisplayed without the need for a multiplier and that speed is 7000 rpm.Accordingly, the first indicator 208 a is illuminated above the letters“RPM;” “7000” is displayed in the display 206, indicating that thecurrent engine speed is 7000 rpm; and the second indicator 210 is notilluminated, indicating that ten thousand rpm should not be added to thevalue shown in the display 206.

The diagnostic mode may have many uses. For example, when a user isadjusting a value in a region of a map to change the amount of fuel tobe delivered to a controlled engine, that user may view the inputtemperature and output temperature to determine the change in that valuecorresponding to the value in the region. The user may also view enginespeed and throttle position to confirm that the current regioncorresponds to those values. The user could also view the inputtemperature to confirm that it matches the actual temperature. Inaddition, the user could simply display engine speed, throttle position,or current map region continuously while operating the engine so thatthe user will be able to monitor those values for a variety of reasonsincluding determining an area of engine operation that should bemodified.

In an embodiment of a set point mode, a short actuation of the firstswitch 202 will cause the display 200 to rotate through engine speed andthrottle set points that distinguish the separation of regions in themaps and, where applicable, define the interpolation bands. Actuation ofthe second switch 204 increments or decrements the set point value. Thusfor example, the set points that may be set in set point mode mayinclude an rpm value that defines the lowest rpm value to be affected bythe low rpm region of the map, the highest rpm value to be affected bythe low rpm region of the map before interpolation takes affect, thelowest rpm value to be affected by the middle rpm region of the mapwithout interpolation, the highest rpm value to be affected by themiddle rpm region of the map before interpolation takes affect, thelowest rpm value to be affected by the high rpm region of the mapwithout interpolation, and the highest rpm value to be affected by thehigh rpm region of the map.

Those set points may be followed or preceded by set points that includea throttle position value that defines the lowest throttle positionvalue to be affected by the low throttle position region of the map, thehighest throttle position value to be affected by the low throttleposition region of the map before interpolation takes affect, the lowestthrottle position value to be affected by the middle throttle positionregion of the map without interpolation, the highest throttle positionvalue to be affected by the middle throttle position region of the mapbefore interpolation takes affect, the lowest throttle position value tobe affected by the high throttle position region of the map withoutinterpolation, and the highest throttle position value to be affected bythe high throttle position region of the map.

In set point mode the left two digits of the display 206 may indicatethe set point that is currently displayed and the right two digits maydisplay the value set for that set point. Thus, for example, the righttwo digits may display “r1” when a set point is to be displayed for thelow threshold of the low rpm modifier region 192, “r2” when a set pointis to be displayed for the high threshold of the low rpm modifier region192, “r3” when a set point is to be displayed for the low threshold ofthe medium rpm modifier region 192, “r4” when a set point is to bedisplayed for the high threshold of the medium rpm modifier region 192,“r5” when a set point is to be displayed for the low threshold of thehigh rpm modifier region 192, and “r6” when a set point is to bedisplayed for the high threshold of the high rpm modifier region 192. Avalue for the set point displayed in the left two digits of the display206 may be displayed in the right two digits of the display 206.

FIG. 9 illustrates a sample set point display that depicts a typicaldisplay for the low threshold of the medium modifier region 192 forengine speed, with “rP” displayed in the left two digits and “15”displayed in the right two digits of the display 206. The “15” requiresthe use of a multiplier, as discussed above, and indicates a set pointof 1500 rpm.

Similar to setting of engine speed thresholds, throttle position may beset or displayed by having the right two digits display “t1” when a setpoint is to be displayed for the low threshold of the low throttleposition modifier region 192, “t2” when a set point is to be displayedfor the high threshold of the low throttle position modifier region 192,“r3” when a set point is to be displayed for the low threshold of themedium throttle position modifier region 192, “r4” when a set point isto be displayed for the high threshold of the medium throttle positionmodifier region 192, “r5” when a set point is to be displayed for thelow threshold of the high throttle position modifier region 192, and“r6” when a set point is to be displayed for the high threshold of thehigh throttle position modifier region 192. A value for the set pointdisplayed may, likewise, be displayed in the right two digits of thedisplay 206.

In set point mode, the circuitry 110 may furthermore limit check by, forexample, not permitting a user to set an rpm set point lower than thevalue immediately to its left on the maps illustrated in FIG. 4 or 5.Likewise, circuitry 110 may furthermore limit check by, for example, notpermitting a user to set a throttle position set point lower than thevalue immediately above it on the maps illustrated in FIGS. 4 or 5.

At start up, the display 200 may display a “splash screen” thatindicates the revision level of the software within the unit. Moreover,at the time the circuitry 110 is deenergized, the last used mode may beretained and displayed upon reenergization of the circuitry 110.

The fueling modifier may furthermore be limited such that, for example,fueling may not be increased more than 15% from the fueling level thatwould be provided if the atmospheric temperature signal were unmodifiedand fueling may not be decreased more than 5% from the fueling levelthat would be provided if the atmospheric temperature signal wereunmodified.

The modifier that exists in the region corresponding to the currentengine speed and throttle position of the selected map may be used tomodify the current atmospheric temperature signal 106. Thus, as enginespeed or throttle position change, the control circuitry 110 may movefrom region to region in the selected map and utilize a modifier valuefrom the region of current operation as engine speed or throttleposition change. Moreover, all modifier values and the last used map maybe stored in nonvolatile memory so that the last used values areavailable upon re-energization of the signal modification device 100.

The control circuitry 110 may be modified in real time while operatingthe engine to provide immediate feedback regarding the operationalchange effected by the modification. The control circuitry 110 mayfurthermore be reset to its default map and modifier values by pressingand holding both the first switch 202 and second switch 204 when thesignal modification device is energized.

The display 206 may be a 4-digit LCD display. That display 206 maypresent the number of the selected map when the user interface 200 isplaced in map selection mode. After the map has been selected,presentation of the selected map may cease to be presented and theregion and the associated modifier value may be presented on the display206 after passage of a time such as several seconds.

When the display 206 is presenting map region and modifier value, thefirst digit of the display 206 may indicate “L” if the throttle positionis in the low throttle position region of the map, “M” if the throttleposition is in the middle throttle position region of the map, and “H”if the throttle position is in the high throttle position region of themap. The second digit of the display 206 may indicate “L” if the enginespeed is in the low engine speed region of the map, “M” if the enginespeed is in the middle engine speed region of the map, and “H” if theengine speed is in the high engine speed region of the map. The thirdand fourth digits of the display 206 may provide a two-digit modifiervalue associated with the displayed region.

While the signal conditioning and user interface systems, apparatuses,and methods have been described in detail and with reference to specificembodiments thereof, it will be apparent to one skilled in the art thatvarious changes and modifications can be made therein without departingfrom the spirit and scope thereof. For example, the signal conditioningand user interface systems, apparatuses, and methods may be applied tosignals other than those affecting fuel delivery to an engine. Thus, itis intended that the present invention cover the modifications andvariations of this invention provided they come within the scope of theappended claims and their equivalents.

1. A signal modifying device having an input to be coupled to a fuelcontrol output of an engine control unit carrying a fuel control signaland an output carrying a reduced fuel control signal to be coupled to afuel injector.
 2. The signal modifying device of claim 1, furthercomprising a second input to be coupled to a second signal, wherein asignal incident at the output of the signal modifying device is offsetfrom the fuel control output based on the second signal.
 3. A signalmodifying device having an input to be coupled to a sensor providing asignal that affects a quantity of fuel delivered and an output carryinga signal indicating a lesser quantity of fuel than the sensor and to becoupled to an engine control unit.
 4. The signal modifying device ofclaim 3, further comprising a second input to be coupled to a secondsignal, wherein a signal incident at the output of the signal modifyingdevice is offset from the signal incident at the input based on thesecond signal.
 5. A method of modifying a control table used in a signalmodifying device, comprising: selecting from the signal modifying deviceone of a plurality of regions of a control table; inputting a modifierassociated with the selected region of the control table from the signalmodifying device; and limiting the modifier such that the modifier willnot produce an output signal to be output from the signal modifyingdevice that varies from a signal to be input into the signal modifyingdevice by more than a predefined portion of the input signal.
 6. Themethod of claim 5, wherein the modifier affects a quantity of fuel to beprovided to an engine.
 7. A method of modifying a control table used ina signal modifying device, comprising: selecting from the signalmodifying device one of a plurality of regions of a control table;inputting a modifier associated with the selected region of the controltable from the signal modifying device; and resetting the modifier to adefault value.
 8. The method of claim 7, wherein the resetting isperformed by actuating a switch.
 9. A method of modifying a set pointthat distinguishes two regions in a control table used in a signalmodifying device, each region defined by a range of engine operation,comprising: selecting from the signal modifying device one set pointdistinguishing the separation of at least two ranges; and inputting avalue for the set point.
 10. The method of modifying a set point ofclaim 9, wherein the set point distinguishes between a region and aninterpolation band.
 11. The method of modifying a set point of claim 9,further comprising limiting the set point such that a high set point ofa range may not be set lower than a low set point of the range.
 12. Anengine control system, comprising: an engine control unit having anoutput to be coupled to an actuator; and a signal modifying devicehaving an input to be coupled to the output of the engine control unitand a modified output to be coupled to the actuator in parallel with theengine control unit output.
 13. The engine control system of claim 12,wherein the actuator includes a fuel injector.
 14. The engine controlsystem of claim 12, wherein the output of the engine control unit is apulse-width modulated signal that provides an on signal for a period oftime and the modified output of the signal modifying device is apulse-width modulated signal that provides an on signal for anadditional period of time.
 15. The engine control system of claim 14,wherein the additional period of time the output of the signal modifyingdevice provides an on signal is a portion of the period of time theoutput of the engine control unit provides an on signal.